Two-cycle hydrocarbon-engine.



PATENTED JAN. 28, 1908.

D. L. OULTON. TWO CYCLE HYDROGARBON ENGINE.

APPLIGATION FILED 11.13.17, 1906.

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PATENTED JAN. 28, 1908.

D. L. OULTON.

TWO CYCLE HYDROCARBON ENGINE.

APPLICATION FILED MAR.17.1906.

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No. 877,589. PATENTED JAN. 28, 1908.

D. L. OULTON. TWO CYCLE HYDROCARBON ENGINE.

APPLICATION FILED MAR. 17. 1906.

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DANIEL L. oULToN, or EVERETT, MASSACHUSETTS, ASSIGNoa To THE DUO MOTORooM- |PANY, oEBoSToN, MASSACHUSETTS, A CORPORATION or MASSACHUSETTS.

TWO-CYIGLE HYDROGARBON-ENGINE.

No. 877,589. I

Specification of Letters Patent. Application tiled latch 17 1906.cris-1No- 306.626- I Patented Jan. als, 190s.

To all whom 'it may concern:

Be it known that I, DANIEL L. OULTON, a citizen of the United States,and a resident of Everett, in the county' of Middlesex, Commonwealth ofMassachusetts, have made certain new and useful Improvements in Two-Cycle Hydrocarbon-Engines, of which the following is a full,'clear, andexact description.

This invention relates to that class of hydrocarbon, or internalcombustion, engines .and relates to certain improvements in etails ofconstruction hereinafter set forth, the primary objects of which are toeliminate all ppssible superfluous moving parts and there y cheapen suchengines inA manufacture and render them more' reliable and durable inuse; and to roduce an engine Whichcan be run economica ly through a widerange in s eeds.

Referring to t e drawings forming part of this s ecication, Figure 1 isa central sec- 'tional e evation of a hydrocarbon engine made inaccordance with my invention. F1g. 2 1s a horizontal section on the lineX--X in Fig. 1 ota two cylinder engine, a part thereof being a sectionat Y-Y in Fig. 1. Fig. 3 is a horizontal section on the line Z-Z inFi 1. Fig. 1 an elevation of the c linder wit the upper art sectional onthe ine V-V in Fig. 1, and) the lower part sectional through the center.Fig. 5 section of pitman.

The engine shaft 1 is mounted in the usual manner in bearin s 2supported by the baseplate 4. From t 's base-plate rise suitable posts 6rigidly secured to the cylinder-casting 15, and within the cylinder 10is the bucketplunger 25 Joined by a tubular piston rod 20 to the Itman9; the latter being connected with t e crankin 7. Between the up ersection of said cy inder and the water-jac et 30 cast integraltherewith, is the water-chamber 31; the cylinder-head 35bei`ng alsochambered and put into communication with the .former ashereinater setforth.

The bucket plunger 25 is provided with ring packing in the usual manner,and at itscenter is a tubular boss 26 receiving the end of the tubularpiston rod 20. I prefer not to thread these parts, but turn the end ofsaid rod Slightly larger 1n -diameter than the interior of said boss,and expand the latter in place upon the same. In the same manner the uper end of the tubular rod is expanded upon t e plug 27 and therebytightly closed. The lower portionof the tubular piston rod `t e pitman 9by the wrist-pin 21.

mixture to aid in cushioning t section 22, and ts within 14 castintegral withthe cylinder casing. The lower part of said rod is fittedwith ring packinguto insure its being as-ti ht in. said Inner c der, andis unite to t e uppery end of In the lower part of the cylinder-casting15 and surrounding the base of theinner cylinder 14 is a chamber 16designed for thel initial com ression of the mixture this chamber beingormed by a jacket forming a part of the cylinder casting and indicatedat 15 land communicating with the inlet port `17 b'y-a/passage 1'6 whichhas a side closed by a cover plate 18. By proportioning the diameter ofthe main and inner cylinders, and the dimensions of the chamber 16, asshown in Fig. 1, which by extended experiment I have found to beessential in the production of a practical two-cycle motor, I amenabled. to Secure just the right com ression of the mixture fed intosaid cham er 16 to perfectly Aforce out and replace the products of theprevious explosion left in the main cylinder,

is enlarged as compared with its intermediate the inner cylinderI and sobe ready for final compression as the iston rises. In proportioning saidparts it 1s, of course, necessary to avoid the danger of too muchback-ressure, while at the samev time securingv su cient com ression ofthe piston, and to obtain the necessary ener y of inrush into the maincylinder for e ciently expelling the products of the'explosion no matterat how high a speed thev engine may be running. p

As shown in Fig. 1, the intake port 12 opens into the cylinder 10 alonga llne just below the lower edge of the plunger 25 when the latterhasreached its upper extremity of stroke, and the by-pass 17, whichcommunicates with the compression chamber 16, iS located at just abovethe upper Surface of saidpiston when in its lowermost position. In orderthat the products of the explosivecombustion may escape as thecompressed mixture enters the main cylinder, the ex-` e Stroke ofthe derto produce the best results, such roove would, during one period of thepistons journey, form a channel for the escape to the exhaust of thecompressed mixture in the chamber 16. To avoid this, I form the1ubrication groove 19 in the inner surface of the cylinder in ahorizontal lane midway of the intake and exhaust, as s own inFigs. 1 and4. This arrangement permits, in addition, the easy connection'of anoil-cup with such groove, as shown in Fig. 4.

As is evident, one of the marked causes for considerable of the ex enseof an engine of this character is the l)abor entailed in the many pipefittings ordinarily required. To minimize this as much as possible, Iprovide a casting 40 for securing to the cylindercasting and taking theplace of several of the pipe-sections, elbows, joints and other fittingsotherwise needed. The value of this 1s especially great formultlple-cylinder engines, Where by its means no more piping andfittings are re uired than for the singlecylinder engine. y s shown inFigs. 1, 2 and 3, this castlng is formed with a central pas-` sage 43communicating with the various exhaust ports 11 of the variouscylinders, and terminatin in an exhaust pipe 44; a passage 41 taking t1e mixture through a su plyipe 42 receiving the air and hydrocar on omany suitable carbureter and delivering the same to the intake ports 12of the cylinders. -N ot only does this reduce the number of pipes andfittings, but in case it is necessary to remove the cylinder for anypurpose, the piping can remain inl this casting 40 intact; the latteralone being unbolted from the cylinder-casting. Another and even moreimportant function performed by this casting 1s that of permitting theexhaust gases to be so cooled as they escape from the cylinder, as tomaterially contract their volume and reduce their back-pressure. Thisreduction in back-pressure not only increases proportionably the workperformed by the engine, but diminishes the noise of the exhaustandserves as a partial muflier without the resistance inseparable from thelatter as usually constructed.

To cool the exhaust as stated, the passage 43 is almost whollysurrounded by a waterjacket 47 forming a part of the channel forconducting the water from any suitable supplyipe 48 to the cylinderwater-jacket 31; the latter being formed with ports 32 communicatingwith this channel 47. In addi tion to this advantage of cooling theexhaust, the water thus ysup lied to the cylinderwater-jacket is partialy warmed, and so does not strike the cylinder with the chillinseparable from the usual type of internal combustion engine for marinepurposes, where the water-jacket is supplied direct from the waterbeneath the boat. It is found that where the engine cylinder is cooledtoo much,

passage 43.

port runs horizontally from the-cylinder, but

as shown in Fig. 1, I refer to slant it downward to a considera ledegree. The main. advantage of this is that it permits of the water-inet 32 being located at the lowest line of the water-jacket, asillustrated in Fig. 1, and so enables the same to be thoroughly drainedwhenever desired.

The partition 1.3 separating the intake and exhaust is concaved on bothsurfaces in order to render the same sufficiently thin to permit theheat from the exhaust to strike through 'and warm the ingoing mixture;while at the same time allowing enough surface within the cylinder forthe groove 19, and enough exterior surface to give a gas-tight jointbetween itself and the casting 40. By having said partition 13comparatively thin and the intake mixture warmed thereby, the latterisbetter repared for its work.

As s own in Fig. 3, the exhaust' port 11 of p each cylinder is given alateral curving divergence for the purpose of giving the issuing gases asidewise impulse along the exhaust This aids considerably in 'lesseningthe backressure of the engine, as compared with what it would be werethe exhaust ports precisely radial, as is customary. To prevent theexhaust from one cylinder interfering with the exhaust from another andso retarding the How of gas along the passage 43, thepdeiiector 46 isformed in said passage and the gas passing along said passage from thecylinder farthest from the outlet pipe 44 is prevented from entering theexhaust port 11 of the cylinders between the first named cylinder andsai d outlet. In addition, the deiiector aids the lateral divergence ofthe exhaust issuing from its ort 11 and keeps it from interference witht e iiow along the passage 43. water-jacket 31 is conducted therefrom tothe space 36 in the cylinder-head 35 in the' following manner: This issometimes done by means of piping, which with its attendant elbows, andunions, requires no less than nine joints. This means loriginal expenseand subsequent care and work to insure their The water from the fconstant water-tight character.- Moreover, .I

whenever it is necessary to remove thecyl- Ainder-head, as is so oftenrequired in order to overhaul the piston and parts within the cylinder,most of these joints have to'be unscrewed, entailing much labor inseparating and much more in reuniting.

sections by which the water By means of my improvement, which consistsof a single casting for each cylinder, no piping is needed but a singlesection uniting the castings of each pair of cylinders. As shown, thewater-space 1n each cylinder head is formed with a radial partition 37and the water is supplied to one side of the same, in order to force thecurrent to flow entirely through such space 36. Over the two openings tosaid space, and also over the outlet 33 of the water-jacket is boltedthe casting 50 which is so partitioned that it takes the water from saidoutlet, conveys it to the opening at one side of the partition 37, andthen takes it from the other side a`nd conducts it to the pipe tappedinto the cylindrical section 55. As shown in Fig. 4, said casting 50 isdivided into 'three sections; one section or chamber 53communicatingxwith the outlet 33 and one opening 38 in the ead; a secondchamber 54 communicating with the openin head and also with thecylindricaA section into the ends of which are ta ped the pipeto theoveriiow. Not only is this method of conveying the water from thecylinder to its head a great advantage over the system of pipingdescribed above, but also over the more customary method of havingopenings directly downward from the space 37 into the space 31. 'i hetrouble with this is that it is practically impossible to insure thepermanent water-tight character of such arrange-x ment, and -water isfound to leak through into the cylinder itself, eration of the engine.With my device, l avoid all possibility of such leakage, and at the sametime dispense with the complicated piping method.

n order to withdraw the piston, the head 35 is first-removed and thepitman 9 drawn up through the inner cylinder 14. lt is 'evident that thepitman-head cannot be drawn up through so restricted an opening as saidcylinder. I therefore form the pitman and pitman head in two partsseparable one from the other in the way shown in Fig. 5. The lower endof the pitman is reduced in diameter, and thel upper part of saidpitmanhead drilled out to receive said reduced end 61. A pin or screw 62penetrating said parts secures them against accidental separation; butinasmuch as the greater part of the work performed by the pitman is thatof thrust, said in or screw needs to resist but comparative y littlestrain. The hole 63 continues nearly to thegcrank-pin 7 the balance ofthe way thereto being a small hole 64. The pitman-end 61 does not reachto the bottom of this hole 63, but sto s short suiiiciently to leave achamber 65 esigned to be iilled by any suitable fibrous material, ascotton waste. From near the upper part of this chamber 65 a small hole66 rises to a suitable exterior point. By introducing oil 39 in thev owstherefrom seriously aecting the op-` throu h said hole 66,' thesaidwaste is saturate therewith and so gives, to lubricate the crank-pin7, a sufficient amount, but not too much, of the oil delivered to theoilchamber 65. This arrangement, by which the pitman is rendered ca ableof withdrawal through the inner cy inder 14, consequently serves twopurposes;-both the separation of the pitman from its head, and thelubrication of the crank-pin. V

What I claim as my invention and for which I desire Letters Patent is asfollows, to wit;-

1. An internal combustion engine comprising a main cylinder, an innercylinder at the lower part of the main cylinder and in axial alinementtherewith, a wall or jacket connecting the main and inner cylinders atthe lower end forming an initial compression chamber, a bucket plungeror piston fitted to the main cylinder and having a iston rod fitting theinner cylinder, a crank s aft and a pitman connecting the same to thepiston rod, said main cylinder having inlet and eX- haust ports to thecombustion space designed to at or near the limit of its downward oroutward stroke, said inlet port communicating with the initialcompression space, and said main cylinder havin also a fuel inlet portleading to the initia compression. chamber arranged to be uncovered bythe piston when at or near the limit of its upward or compressionstroke, substantially as described.

2. ln an internal combustion engine, a main cylinder, an inner cylinderin the lower end thereof comprising an annularinitial compression space,a wall closing the lower end of said s ace, inlet and exhaust ports tothe combustion space of the main cylinder, and an inlet port to theinitial compression chamber or space, a bucket plunger or piston littedto the mainzcylinder and adapted to open and close the ports leading tothe comllo bustion chamber, a' member carried by the piston and slidingwithin said inner cylinder and suitably pac ed to form a tight 'oint, acrankshaft, a piston connecting sai member with the crank shaft, and aremovable head for the main cylinder, substantially as described;

3. In an internal combustion engine, the combination with amainvcylinder and inner cylinder, of the bucket plunger having a centraltubular boss, a tubular piston rod iixed in said boss, a itman pivotedinsaid piston` rod, a cranks aft havin its crank in engaged b saidptman, an a removab e head or sai main cylinder; said itman being madeseparable to permit sai plunger and tubular piston rod to be withdrawnfrom said cylinders.

4. In a two-cycle internal combustion engine, the main cylinder havinits exhaust port .and by-pass in substantie 1y the same be uncovered bythe piston when )lli lane, and an intake close below said exliaust, incombination with a piston reciprocating therein, said cylinder bein-formed with an internal groove immediate y below said exhaust port andby-pass and above said intake.

5. The combination with a Water-jacketed internal combustion enginehaving a plane surface through which are the intake and exhaust portsand the inlet to the water-jacket, of a member removably secured to saidsurface and formed with separate passages-communicating with saidintake, exhaust and inlet respectlvely, and suitable piping to saidassages; whereby said cylinder can be freed ii'om said pi ing by simplydisconnecting said member om the cylinder.

6. The combination with an internal combustion engine cylinder having asurface through which are the intake and exhaust ports, of a memberremovably secured to said surface and formed with separate passagescommunicating with said intake and exhaust port, and suitable piping tosaid assages; whereby said cylinder can be freed om said iping by simplydisconnect-ing said member rom the cylinder.

7. The combination with a Water jacketed internal combustion engine clinder having a surface through which are lntake and exhaust ports andan inlet to the water jacket of a member removably secured to saidsurface and formed with separate passages communicating with said intakeand exhaust andinlet respectively, and suitable piping to said passageswhereby said cylinder can be freed om said ipin by' disconnecting saidmember from t e cy nder, the passage to the exhaust being surrounded forthe greater part by said water inlet and the remaining part of saidexhaust passage being in proximity to the fuel intake wherebysaidexhaust4 is cooled by both the -cooling and combustible luids into saiconcentric water passage.

9. The combination With a Water-'jacketed internal combustion enginehaving a surface through which are the intake and exhaust ports and theinlet to the Water jacket, of a member removably secured to said surfaceand having passages communicating with said intake, exhaust and inlet;said intake and exhaust ports having externally depressed openings tosaid permitting the i et to the water-jacket to be suliicient to drainthe latter.

enings at their lower ends eadingassages for the purpose ofv 10. In aninternal combustion engine, a v

single casting composing a main-cylinder, an

inner cylinder rising from the lower .part of the casting into said maincylinder, a compression chamber surrounding the base of said inner clinder, a by-pass opening into the main cy 'nder and communicating.Iwith the compression chamber, from the main cylinder substantiallyopposite an exhaust port the by-pass, an intake opening into the maincylinder bucket plunger and piston rod iitting in said main and inner clinder respectivel v 1 In testimony t at I claim the foregoinginvention, I have hereunto Vset my hand` this 15th day of March, 1906.f'

l DANIEL L. OULTON.

' Witnesses: f

* FRED G. TILToN, A. B. UrnAM.

ust below said exhaust port, and-a

